EP3369652B1 - Aéronef convertible possédant des capacités de vol stationnaire optimisées - Google Patents

Aéronef convertible possédant des capacités de vol stationnaire optimisées Download PDF

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Publication number
EP3369652B1
EP3369652B1 EP17194263.4A EP17194263A EP3369652B1 EP 3369652 B1 EP3369652 B1 EP 3369652B1 EP 17194263 A EP17194263 A EP 17194263A EP 3369652 B1 EP3369652 B1 EP 3369652B1
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Prior art keywords
wing
inboard
relative
proprotor
axis
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EP17194263.4A
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German (de)
English (en)
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EP3369652A1 (fr
Inventor
Helmuth Peter KOELZER
Brad John Roberts
Michael Christopher Burnett
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Bell Helicopter Textron Inc
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Bell Helicopter Textron Inc
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/22—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft
    • B64C27/28—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft with forward-propulsion propellers pivotable to act as lifting rotors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C29/00—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft
    • B64C29/0008—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded
    • B64C29/0016—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded the lift during taking-off being created by free or ducted propellers or by blowers
    • B64C29/0033—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded the lift during taking-off being created by free or ducted propellers or by blowers the propellers being tiltable relative to the fuselage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C29/00—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft
    • B64C29/0008—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/04—Helicopters
    • B64C27/08—Helicopters with two or more rotors

Definitions

  • the present disclosure relates, in general, to tiltrotor aircraft operable for vertical takeoff and landing in a helicopter flight mode and forward cruising in an airplane flight mode and, in particular, to tiltrotor aircraft having optimized hover capabilities in the helicopter flight mode.
  • Fixed-wing aircraft such as airplanes, are capable of flight using wings that generate lift responsive to the forward airspeed of the aircraft, which is generated by thrust from one or more jet engines or propellers.
  • the wings generally have an airfoil cross section that deflects air downward as the aircraft moves forward, generating the lift force to support the aircraft in flight.
  • Fixed-wing aircraft typically require a runway that is hundreds or thousands of feet long for takeoff and landing.
  • VTOL aircraft Unlike fixed-wing aircraft, vertical takeoff and landing (VTOL) aircraft do not require runways. Instead, VTOL aircraft are capable of taking off, hovering and landing vertically.
  • VTOL aircraft is a helicopter which is a rotorcraft having one or more rotors that provide lift and thrust to the aircraft. The rotors not only enable hovering and vertical takeoff and landing, but also enable forward, backward and lateral flight. These attributes make helicopters highly versatile for use in congested, isolated or remote areas. Helicopters, however, typically lack the forward airspeed of fixed-wing aircraft due to the phenomena of retreating blade stall and advancing blade compressibility drag rise.
  • Tiltrotor aircraft attempt to overcome this drawback by utilizing proprotors that can change their plane of rotation based on the operation being performed.
  • Tiltrotor aircraft typically have a pair of nacelles mounted near the outboard ends of a fixed wing with each nacelle housing a propulsion system that provides torque and rotational energy to a proprotor.
  • the nacelles are rotatable relative to the fixed wing such that the proprotors have a generally horizontal plane of rotation providing vertical thrust for takeoff, hovering and landing, much like a conventional helicopter, and a generally vertical plane of rotation providing forward thrust for cruising in forward flight with the fixed wing providing lift, much like a conventional propeller driven airplane.
  • US2015/360775A1 describes maintenance of attitude of an airframe, using a single wing, large blades and a single large rudder, under divergent airflow, in vertical and oblique lift and descent, horizontal flight and hovering.
  • attitude in hovering from horizontal to vertical in case three wings are provided on the airframe, the output of an engine mounted on a wing at the front part of the airframe is increased, the lifting power is increased and the front part of the airframe rises from the horizontal. Then output of an engine of the rear part of the airframe is reduced, and the lifting power of the rear part of the airframe is diminished.
  • a second wing located in the central part of the airframe is moved to a 90 degrees vertical direction and an output occurs so that the altitude of the airframe does not drop.
  • CN103466088B describes a nacelle tilting mechanism for a tilt rotor aircraft.
  • the nacelle tilting mechanism is characterized in that the mechanism is arranged in bilateral symmetry about the symmetry plane of an aircraft; each unilateral mechanism comprises a nacelle, a wing, a rotating shaft, an internal gear, an external gear, a main driving gear, a main hydraulic motor, gears and an intermediate driving shaft; the connecting manner of each unilateral mechanism is as follows: the nacelles are connected with the wings through revolute pairs, the rotating shafts of the revolute pairs are fixed on the wings, the internal gears are fixedly connected with the nacelles, the external gears are connected onto the wings through the revolute pairs, the rotating shaft lines of the external gears are coaxial with the nacelles, each driving gear is positioned between each internal gear and each external gear, and meshed with the internal gears and the external gears simultaneously, the driving gears are fixedly connected with the output shafts of the hydraulic motors, the hydraulic motors are fixed on the wings,
  • the nacelle gear tilting mechanism for the tilt rotor aircraft has a redundancy driving mode, the motion transmission line is short, and the structure is compact.
  • US2016/152329A1 describes a gimbal lock mechanism for a rotor hub including a cam member having a cuff lock lobe and a gimbal lock lobe.
  • the cam member is configured so that rotation can cause the first cuff lobe to become adjacent to the root end of the rotor blade and at the same time causes the gimbal lock lobe to become adjacent to a gimbal so as to inhibit gimbaling of the gimbal.
  • GB17653A describes a helicopter comprising screws for upward movement, support and propulsion of the helicopter.
  • US8167234B1 describes a micro air vehicle (MAV) comprising features that emulate insect-like topology and flight, including a dangling three part body, wing-like dual side rotors positioned to either side on rotor arms providing tilt and teeter motions to vector thrust and allow crawling along improved surfaces, and elevators that approximate the center of gravity and center of pressure control employed by insects via the inertial reaction and aerodynamic influence of a repositionable abdomen.
  • Control, sensing, surveillance, and payload elements enable transmission of surveillance and engagement of an emerging target.
  • Left and right perch hangers and grapples allow perching on various structures, and energy storage combined with power line and solar energy scavenging circuitry allow extended loiter and mission duration by replenishing onboard energy supplies.
  • CN203332392U describes a tiltable-rotation type fixed-wing unmanned aerial vehicle which comprises a vehicle body, wherein at least one pair of wings is arranged on two sides of the vehicle body; an empennage is also arranged at the tail of the vehicle body.
  • the tiltable-rotation type fixed-wing unmanned aerial vehicle also comprises wing tilting mechanisms capable of enabling the wings to be tilted.
  • a power device is fixedly arranged on each wing; each power device is connected with a propeller; the wings and the power devices are fixedly arranged together and run at the same time; the rotating surfaces of the propellers are always perpendicular to the horizontal surfaces of the wings.
  • RU2132289C1 describes a flying vehicle including a fuselage with pilot and passenger cabins, landing gear and main landing gear, vertical and horizontal tail units, center-section wing and two wings made in the form of pylons on which engine nacelles with engines are mounted; a center-section wing has front and rear spars forming a port to avoid creation of rarefied turbulent zone.
  • a front spar has the form of a cylinder running inside the fuselage which is used as an axle of rotation of the center-section wing relative to the fuselage which may turn through an angle of 90 to 120 deg.
  • the wing is rigidly connected with the center-section wing; the rear spar is enclosed in a fairing.
  • the main landing gear is located in a rear section of the engine nacelles and they are located in way of flight in an aircraft mode of flight.
  • the present disclosure is directed to a tiltrotor aircraft having a yaw axis, a helicopter flight mode and an airplane flight mode in accordance with claim 1.
  • the inboard angle of each thrust vector may be between about 6 degrees and about 10 degrees relative to the respective parallel axis or may be between about 7 degrees and about 8 degrees relative to the respective parallel axis. In certain embodiments, at least a component of the inboard angle of the thrust vectors may be generated responsive to inboard mast tilt of the pylon assemblies relative to the wing and/or wing dihedral relative to the fuselage.
  • the present disclosure is directed to a method of reducing download on the airframe and improving hover efficiency of a tiltrotor aircraft having a yaw axis, a helicopter flight mode and an airplane flight mode in accordance with claim 2.
  • the method may also include producing thrust having a thrust vector with an inboard angle between about 6 degrees and about 10 degrees relative to the respective parallel axis during the hover operation with each proprotor assembly; producing thrust having a thrust vector with an inboard angle between about 7 degrees and about 8 degrees relative to the respective parallel axis during the hover operation with each proprotor assembly; generating at least a component of the inboard angle of the thrust vectors responsive to inboard mast tilt of the pylon assemblies relative to the wing and/or generating the thrust vectors responsive to wing dihedral relative to the fuselage.
  • Aircraft 10 includes a fuselage 12, a wing mount assembly 14 that is rotatable relative to fuselage 12 and a tail assembly 16 having control surfaces operable for horizontal and/or vertical stabilization during forward flight.
  • a wing 18 is supported by wing mount assembly 14 and rotates with wing mount assembly 14 relative to fuselage 12 to enable tiltrotor aircraft 10 to convert to a storage configuration.
  • fuselage 12, tail assembly 16 and wing 18 as well as their various frames, longerons, stringers, bulkheads, spars, ribs, skins and the like may be considered to be the airframe of tiltrotor aircraft 10.
  • Propulsion assembly 20a includes a fixed nacelle 22a that houses an engine and a fixed portion of the drive system.
  • propulsion assembly 20a includes a pylon assembly 24a that is positioned inboard of fixed nacelle 22a and above wing 18.
  • Pylon assembly 24a is rotatable relative to fixed nacelle 22a and wing 18 between a generally horizontal orientation, as best seen in figure 1A , a generally vertical orientation, as best seen in figure 1B .
  • Pylon assembly 24a includes a rotatable portion of the drive system and a proprotor assembly 26a that is rotatable responsive to torque and rotational energy provided via the engine and drive system.
  • propulsion assembly 20b includes a fixed nacelle 22b that houses an engine and a fixed portion of the drive system.
  • propulsion assembly 20b includes a pylon assembly 24b that is positioned inboard of fixed nacelle 22b and above wing 18.
  • Pylon assembly 24b is rotatable relative to fixed nacelle 22b and wing 18 between a generally horizontal orientation, as best seen in figure 1A , a generally vertical orientation, as best seen in figure 1B .
  • Pylon assembly 24b includes a rotatable portion of the drive system and a proprotor assembly 26b that is rotatable responsive to torque and rotational energy provided via the engine and drive system.
  • Figure 1A illustrate aircraft 10 in airplane or forward flight mode, in which proprotor assemblies 26a, 26b are rotating in a substantially vertical plane to provide a forward thrust enabling wing 18 to provide a lifting force responsive to forward airspeed, such that aircraft 10 flies much like a conventional propeller driven aircraft.
  • Figure 1B illustrates aircraft 10 in helicopter or VTOL flight mode, in which proprotor assemblies 26a, 26b are rotating in a generally horizontal plane to provide a lifting thrust, such that aircraft 10 flies much like a conventional helicopter.
  • proprotor assemblies 26a, 26b each have an inboard tilt enabling proprotor assemblies 26a, 26b to produce thrust having thrust vectors with inboard angles during hover operations, which reduces the download on the airframe and the fountain effect compared proprotor assemblies that produce thrust having thrust vectors without such inboard angles, thereby improving the efficiency of hover operations.
  • the inboard tilt of proprotor assemblies 26a, 26b may be created in any suitable manner including, for example, responsive to inboard flapping of proprotor assemblies 26a, 26b, inboard mast tilt of pylon assemblies 24a, 24b relative to wing 18 and/or wing dihedral relative to fuselage 12.
  • proprotor assemblies 26a, 26b when aircraft 10 is operated in airplane flight mode, proprotor assemblies 26a, 26b preferably produce thrust having thrust vectors generally parallel with the longitudinal or roll axis of aircraft 10.
  • aircraft 10 can be operated such that proprotor assemblies 26a, 26b are selectively positioned between airplane flight mode and helicopter flight mode, which can be referred to as a conversion flight mode.
  • aircraft 10 has been described as having one engine in each fixed nacelle 22a, 22b, it should be understood by those having ordinary skill in the art that other propulsion system arrangements are possible and are considered to be within the scope of the present disclosure including, for example, having a single engine which may be housed within one of the fixed nacelles or within the fuselage that provides torque and rotational energy to both proprotor assemblies 26a, 26b.
  • proprotor assemblies 26a, 26b rotate in opposite directions to provide torque balancing to aircraft 10.
  • proprotor assembly 26a rotates clockwise and proprotor assembly 26b rotates counterclockwise.
  • proprotor assemblies 26a, 26b each include four twisted proprotor blades that are equally spaced apart circumferentially at approximately 90 degree intervals. It should be understood by those having ordinary skill in the art, however, that the proprotor assemblies of the present disclosure could have proprotor blades with other designs and other configurations including proprotor assemblies having either more than or less than four proprotor blades.
  • tiltrotor aircraft 10 the embodiments of the present disclosure can be implemented on other types of tiltrotor aircraft including, for example, quad tiltrotor aircraft and unmanned tiltrotor aircraft, to name a few.
  • Propulsion assembly 20a is disclosed in further detail.
  • Propulsion assembly 20a is substantially similar to propulsion assembly 20b therefore, for sake of efficiency, certain features will be disclosed only with regard to propulsion assembly 20a.
  • Propulsion system 20a includes an engine 30 that is fixed relative to wing 18.
  • An engine output shaft 32 transfers power from engine 30 to a spiral bevel gearbox 34 that includes spiral bevel gears to change torque direction by 90 degrees from engine 30 to a fixed gearbox 36.
  • Fixed gearbox 36 includes a plurality of gears, such as helical gears, in a gear train that are coupled to an interconnect drive shaft 38 and an output shaft (not visible). Torque is transferred to an input gear in spindle gearbox 44 of proprotor gearbox 46 by the output shaft.
  • gears such as helical gears
  • Interconnect drive shaft 38 provides a torque path that enables a single engine to provide torque to both proprotors assemblies 26a, 26b in the event of a failure of the other engine.
  • interconnect drive shaft 38 has a rotational axis 48 that is vertically lower and horizontally aft of a longitudinal axis of the spindle gearbox 44 referred to herein as a conversion axis 50.
  • Conversion axis 50 is parallel to a lengthwise axis 52 of wing 18.
  • Interconnect drive shaft 38 includes a plurality of segments that share rotational axis 48.
  • Locating interconnect drive shaft 38 aft of wing spar 54 which is a structural member of the airframe of tiltrotor aircraft 10, provides for optimal integration with fixed gearbox 36 without interfering with the primary torque transfer of the output shaft between fixed gearbox 36 and spindle gearbox 44.
  • Conversion axis 50 of spindle gearbox 44 is parallel to rotational axis 48 of interconnect drive shaft 38 but located forward and above rotational axis 48.
  • Proprotor assembly 26a of propulsion system 20a includes a plurality of proprotor blades 56 coupled to a yoke 58 that is coupled to a mast 60.
  • the term “coupled” may include direct or indirect coupling by any means, including moving and/or non-moving mechanical connections.
  • Mast 60 is coupled to proprotor gearbox 46.
  • the collective and/or cyclic pitch of proprotor blades 56 may be controlled responsive to pilot input and/or flight control computer input via actuators 62, swashplate 64 and pitch links 66.
  • a conversion actuator 68 can be actuated to selectively rotate pylon assembly 24a including proprotor assembly 26a, mast 60, proprotor gearbox 46 and spindle gearbox 44 about conversion axis 50.
  • Aircraft 10 includes a fuselage 12 and a wing 18. Located proximate the outboard ends of wing 18 are propulsion assemblies 20a, 20b that respectively include fixed nacelles 22a, 22b, pylon assemblies 24a, 24b and proprotor assemblies 26a, 26b. Aircraft 10 has a yaw axis 70, a generally vertical axis 72a and a generally vertical axis 72b. Axis 72a passes through the center of rotation of proprotor assembly 26a. Axis 72b passes through the center of rotation of proprotor assembly 26b.
  • Axis 72a and axis 72b are parallel with yaw axis 70 during hover operations. As illustrated, a thrust vector 74a generated by proprotor assembly 26a is coincident with and parallel to axis 72a and a thrust vector 74b generated by proprotor assembly 26b is coincident with and parallel to axis 72b.
  • a certain amount of the hover column of air deflected by proprotor assemblies 26a, 26b creates a download on wing 18 as indicated by arrows 76a, 76b.
  • another portion of the hover column of air deflected by proprotor assemblies 26a, 26b generates a vortex above fuselage 12, known as the fountain effect, in which air not only creates a download on wing 18 and/or fuselage 12 but also circulates above proprotor assemblies 26a, 26b and is re-ingested by proprotor assemblies 26a, 26b, as indicated by arrows 78a, 78b.
  • Aircraft 10 is depicted in a hover mode while applying opposing lateral cyclic to the proprotor assemblies.
  • Aircraft 10 includes a fuselage 12 and a wing 18.
  • propulsion assemblies 20a, 20b that respectively include fixed nacelles 22a, 22b, pylon assemblies 24a, 24b and proprotor assemblies 26a, 26b.
  • Aircraft 10 has a yaw axis 70, a generally vertical axis 72a and a generally vertical axis 72b.
  • Axis 72a passes through the center of rotation of proprotor assembly 26a.
  • Axis 72b passes through the center of rotation of proprotor assembly 26b.
  • Axis 72a and axis 72b are parallel with yaw axis 70 during hover operations.
  • opposing lateral cyclic has been applied to proprotor assemblies 26a, 26b such that the proprotor blades flap down toward the inboard path of travel and flap up toward the outboard path of travel, which is referred to herein as inboard flapping of proprotor assemblies 26a, 26b.
  • proprotor assembly 26a has an inboard flapping angle 80a relative to pylon assembly 24a generating a resultant thrust vector 84a having an angle 86a extending in the inboard direction relative to axis 72a.
  • proprotor assembly 26b has an inboard flapping angle 80b relative to pylon assembly 24b generating a resultant thrust vector 84b having an angle 86b extending in the inboard direction relative to axis 72b.
  • thrust vectors 84a, 84b The optimum angles 86a, 86b for thrust vectors 84a, 84b will be implementation specific and based upon factors such as the wing area under the proprotor assemblies, the fuselage area under the proprotor assemblies, the wing profile, the fuselage profile, the fixed nacelle profile, the power demand during the hover operation, the vertical component of the resultant thrust vectors as well as other factors known to those having ordinary skill in the art.
  • thrust vector 84a, 84b have inboard angles between about 5 degrees and about 12 degrees relative to respective axes 72a, 72b.
  • thrust vector 84a, 84b have inboard angles between about 6 degrees and about 10 degrees relative to respective axes 72a, 72b.
  • thrust vector 84a, 84b have inboard angles between about 7 degrees and about 8 degrees relative to respective axes 72a, 72b. It should be understood by those having ordinary skill in the art, however, that thrust vector 84a, 84b having inboard angles less than 5 degrees or greater than 12 degrees relative to respective axes 72a, 72b are possible and are considered to be within the scope of the present disclosure.
  • Both the use and the magnitude of the opposing lateral cyclic applied to proprotor assemblies 26a, 26b may be responsive to pilot input and/or determinations made by the flight control computer. For example, it may be desirable to apply the opposing lateral cyclic to proprotor assemblies 26a, 26b only under high power demand hover operations such as high altitude hover, high temperature hover, high payload hover or the like. In addition, depending upon the degree of the high power demand and/or other hover conditions, it may be desirable to adjust the magnitude of the opposing lateral cyclic applied to proprotor assemblies 26a, 26b such that the inboard flapping angles of proprotor assemblies 26a, 26b may be fine-tuned within the ranges described above or other suitable ranges to optimize hover performance.
  • tiltrotor aircraft 10 is depicted in a hover mode including inboard mast tilt of the pylon assemblies.
  • Aircraft 10 includes a fuselage 12 and a wing 18.
  • propulsion assemblies 20a, 20b that respectively include fixed nacelles 22a, 22b, pylon assemblies 24a, 24b and proprotor assemblies 26a, 26b.
  • Aircraft 10 has a yaw axis 70, a generally vertical axis 72a and a generally vertical axis 72b.
  • Axis 72a passes through the center of rotation of proprotor assembly 26a.
  • Axis 72b passes through the center of rotation of proprotor assembly 26b.
  • Axis 72a and axis 72b are parallel with yaw axis 70 during hover operations.
  • inboard mast tilt of pylon assemblies 24a, 24b relative to wing 18 results in an inboard tilt of proprotor assemblies 26a, 26b.
  • the inboard mast tilt of pylon assembly 24a has an inboard mast tilt angle of 90a relative to wing 18 generating a resultant thrust vector 84a having angle 86a extending in the inboard direction relative to axis 72a.
  • the inboard mast tilt of pylon assembly 24b has an inboard mast tilt angle of 90b relative to wing 18 generating a resultant thrust vector 84b having angle 86b extending in the inboard direction relative to axis 72b.
  • tiltrotor aircraft 10 is depicted in a hover mode including wing dihedral.
  • Aircraft 10 includes a fuselage 12 and a wing 18.
  • propulsion assemblies 20a, 20b that respectively include fixed nacelles 22a, 22b, pylon assemblies 24a, 24b and proprotor assemblies 26a, 26b.
  • Aircraft 10 has a yaw axis 70, a generally vertical axis 72a and a generally vertical axis 72b.
  • Axis 72a passes through the center of rotation of proprotor assembly 26a.
  • Axis 72b passes through the center of rotation of proprotor assembly 26b.
  • Axis 72a and axis 72b are parallel with yaw axis 70 during hover operations.
  • wing 18 forms a dihedral angle relative to fuselage 12 resulting in an inboard tilt of proprotor assemblies 26a, 26b.
  • the right side of wing 18 has a dihedral angle 92a relative to the horizontal which generates a resultant thrust vector 84a having angle 86a extending in the inboard direction relative to axis 72a.
  • the left side of wing 18 has a dihedral angle 92b relative to the horizontal which generates a resultant thrust vector 84b having angle 86b extending in the inboard direction relative to axis 72b.
  • tiltrotor aircraft 10 is depicted in a hover mode including inboard mast tilt of the pylon assemblies, while applying opposing lateral cyclic to the proprotor assemblies.
  • Aircraft 10 includes a fuselage 12 and a wing 18. Located proximate the outboard ends of wing 18 are propulsion assemblies 20a, 20b that respectively include fixed nacelles 22a, 22b, pylon assemblies 24a, 24b and proprotor assemblies 26a, 26b.
  • Aircraft 10 has a yaw axis 70, a generally vertical axis 72a and a generally vertical axis 72b. Axis 72a passes through the center of rotation of proprotor assembly 26a.
  • Axis 72b passes through the center of rotation of proprotor assembly 26b.
  • Axis 72a and axis 72b are parallel with yaw axis 70 during hover operations.
  • inboard mast tilt of pylon assemblies 24a, 24b relative to wing 18 is coupled with inboard flapping of proprotor assemblies 26a, 26b.
  • the inboard mast tilt of pylon assembly 24a has an inboard mast tilt angle of 90a relative to wing 18 and proprotor assembly 26a has an inboard flapping angle 80a relative to pylon assembly 24a which together generate a resultant thrust vector 84a having angle 86a extending in the inboard direction relative to axis 72a.
  • the inboard mast tilt of pylon assembly 24b has an inboard mast tilt angle of 90b relative to wing 18 and proprotor assembly 26b has an inboard flapping angle 80b relative to pylon assembly 24b which together generate a resultant thrust vector 84b having angle 86b extending in the inboard direction relative to axis 72b.
  • the inboard mast tilt of pylon assemblies 24a, 24b relative to wing 18 may provide a static component to angles 86a, 86b while the inboard flapping angles of proprotor assemblies 26a, 26b may provide a variable or dynamic component to angles 86a, 86b responsive to the magnitude of the opposing lateral cyclic applied to proprotor assemblies 26a, 26b such that hover performance can be optimized based upon the hover conditions.
  • tiltrotor aircraft 10 is depicted in a hover mode including wing dihedral, while applying opposing lateral cyclic to the proprotor assemblies.
  • Aircraft 10 includes a fuselage 12 and a wing 18.
  • propulsion assemblies 20a, 20b that respectively include fixed nacelles 22a, 22b, pylon assemblies 24a, 24b and proprotor assemblies 26a, 26b.
  • Aircraft 10 has a yaw axis 70, a generally vertical axis 72a and a generally vertical axis 72b.
  • Axis 72a passes through the center of rotation of proprotor assembly 26a.
  • Axis 72b passes through the center of rotation of proprotor assembly 26b.
  • Axis 72a and axis 72b are parallel with yaw axis 70 during hover operations.
  • wing dihedral is coupled with inboard flapping of proprotor assemblies 26a, 26b.
  • the right side of wing 18 has a dihedral angle 92a relative to the horizontal and proprotor assembly 26a has an inboard flapping angle 80a relative to pylon assembly 24a which together generate a resultant thrust vector 84a having angle 86a extending in the inboard direction relative to axis 72a.
  • the left side of wing 18 has a dihedral angle 92b relative to the horizontal and proprotor assembly 26b has an inboard flapping angle 80b relative to pylon assembly 24b which together generate a resultant thrust vector 84b having angle 86b extending in the inboard direction relative to axis 72b.
  • the wing dihedral may provide a static component to angles 86a, 86b while the inboard flapping angles of proprotor assemblies 26a, 26b may provide a variable or dynamic component to angles 86a, 86b responsive to the magnitude of the opposing lateral cyclic applied to proprotor assemblies 26a, 26b such that hover performance can be optimized based upon the hover conditions.
  • tiltrotor aircraft 10 is depicted in a hover mode including wing dihedral and inboard mast tilt of the pylon assemblies.
  • Aircraft 10 includes a fuselage 12 and a wing 18.
  • propulsion assemblies 20a, 20b that respectively include fixed nacelles 22a, 22b, pylon assemblies 24a, 24b and proprotor assemblies 26a, 26b.
  • Aircraft 10 has a yaw axis 70, a generally vertical axis 72a and a generally vertical axis 72b.
  • Axis 72a passes through the center of rotation of proprotor assembly 26a.
  • Axis 72b passes through the center of rotation of proprotor assembly 26b.
  • Axis 72a and axis 72b are parallel with yaw axis 70 during hover operations.
  • wing dihedral and inboard mast tilt of pylon assemblies 24a, 24b result in an inboard tilt of proprotor assemblies 26a, 26b.
  • the right side of wing 18 has a dihedral angle 92a relative to the horizontal and the inboard mast tilt of pylon assembly 24a has an inboard mast tilt angle of 90a relative to wing 18 which together generate a resultant thrust vector 84a having angle 86a extending in the inboard direction relative to axis 72a.
  • the left side of wing 18 has a dihedral angle 92b relative to the horizontal and the inboard mast tilt of pylon assembly 24b has an inboard mast tilt angle of 90b relative to wing 18 which together generate a resultant thrust vector 84b having angle 86b extending in the inboard direction relative to axis 72b.
  • tiltrotor aircraft 10 is depicted in a hover mode including wing dihedral and inboard mast tilt of the pylon assemblies, while applying opposing lateral cyclic to the proprotor assemblies.
  • Aircraft 10 includes a fuselage 12, a wing mount assembly 14, a tail assembly 16 and a wing 18.
  • propulsion assemblies 20a, 20b that respectively include fixed nacelles 22a, 22b, pylon assemblies 24a, 24b and proprotor assemblies 26a, 26b.
  • Aircraft 10 has a yaw axis 70, a generally vertical axis 72a and a generally vertical axis 72b.
  • Axis 72a passes through the center of rotation of proprotor assembly 26a.
  • Axis 72b passes through the center of rotation of proprotor assembly 26b.
  • Axis 72a and axis 72b are parallel with yaw axis 70 during hover operations.
  • wing dihedral and inboard mast tilt of pylon assemblies 24a, 24b are coupled with inboard flapping of proprotor assemblies 26a, 26b.
  • the right side of wing 18 has a dihedral angle 92a relative to the horizontal
  • the inboard mast tilt of pylon assembly 24a has an inboard mast tilt angle of 90a relative to wing 18
  • proprotor assembly 26a has an inboard flapping angle 80a relative to pylon assembly 24a which together generate a resultant thrust vector 84a having angle 86a extending in the inboard direction relative to axis 72a.
  • the left side of wing 18 has a dihedral angle 92b relative to the horizontal
  • the inboard mast tilt of pylon assembly 24b has an inboard mast tilt angle of 90b relative to wing 18
  • proprotor assembly 26b has an inboard flapping angle 80b relative to pylon assembly 24b which together generate a resultant thrust vector 84b having angle 86b extending in the inboard direction relative to axis 72b.
  • the portion of the hover column of air deflected by proprotor assemblies 26a, 26b that generates the fountain effect is eliminated or significantly reduced as indicated by the lack of arrows circulating above fuselage 12.
  • the wing dihedral and the inboard mast tilt of pylon assemblies 24a, 24b relative to wing 18 may provide a static component to angles 86a, 86b while the inboard flapping angles of proprotor assemblies 26a, 26b may provide a variable or dynamic component to angles 86a, 86b responsive to the magnitude of the opposing lateral cyclic applied to proprotor assemblies 26a, 26b such that hover performance can be optimized based upon the hover conditions.

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  • Aviation & Aerospace Engineering (AREA)
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Claims (7)

  1. Aéronef convertible (10) ayant un axe de lacet (70), un mode vol hélicoptère et un mode vol avion, l'aéronef convertible (10) comprenant :
    une cellule incluant un fuselage (12) et une aile (18) ; et
    des premier (24a) et second (24b) ensembles pylônes respectivement accouplés à la cellule à proximité d'extrémités extérieures de l'aile (18), chaque ensemble pylône (24a, 24b) incluant un mât (60) et un ensemble rotor orientable (26a, 26b) servant à tourner avec le mât (60) afin de générer une poussée, les ensembles pylônes (24a, 24b) pouvant tourner par rapport à l'aile (18) pour faire fonctionner sélectivement l'aéronef convertible (10) entre le mode vol hélicoptère et le mode vol avion ;
    dans lequel, la poussée de chaque ensemble rotor orientable (26a, 26b) a un vecteur de poussée avec un angle intérieur entre environ 5 degrés et environ 12 degrés par rapport à un axe (72a, 72b) parallèle à l'axe de lacet (70) durant des opérations de vol stationnaire, réduisant ainsi une portance négative sur la cellule et améliorant une efficacité de vol stationnaire ; et
    dans lequel au moins une composante de l'angle intérieur de chaque vecteur de poussée est générée en réponse à un battement intérieur des ensembles rotors orientables (26a, 26b).
  2. Procédé de réduction d'une portance négative et d'amélioration d'une efficacité de vol stationnaire d'un aéronef convertible (10) ayant un axe de lacet (70), un mode vol hélicoptère et un mode vol avion, le procédé comprenant :
    la fourniture d'une cellule incluant un fuselage (12) et une aile (18) avec des premier (24a) et second (24b) ensembles pylônes respectivement accouplés à la cellule à proximité d'extrémités extérieures de l'aile (18), chaque ensemble pylône (24a, 24b) incluant un mât (60) et un ensemble rotor orientable (26a, 26b) servant à tourner avec le mât (60) afin de générer une poussée, les ensembles pylônes (24a, 24b) pouvant tourner par rapport à l'aile (18) pour faire fonctionner sélectivement l'aéronef convertible (10) entre le mode vol hélicoptère et le mode vol avion ;
    la réalisation d'une opération de vol stationnaire incluant la génération d'une poussée verticale en faisant tourner les ensembles rotors orientables (26a, 26b) ;
    la génération d'une poussée ayant un vecteur de poussée avec un angle intérieur entre environ 5 degrés et environ 12 degrés par rapport à un axe (72a, 72b) parallèle à l'axe de lacet (70) durant l'opération de vol stationnaire avec chaque ensemble rotor orientable (26a, 26b), réduisant ainsi une portance négative sur la cellule et améliorant une efficacité de vol stationnaire ; et
    la génération d'au moins une composante de l'angle intérieur de chaque vecteur de poussée en réponse à un battement intérieur des ensembles rotors orientables (26a, 26b).
  3. Aéronef convertible (10) selon la revendication 1, dans lequel l'angle intérieur de chaque vecteur de poussée est entre environ 6 degrés et environ 10 degrés par rapport à l'axe (72a, 72b) respectif parallèle à l'axe de lacet (70) ; ou
    procédé selon la revendication 2, comprenant en outre la génération d'une poussée ayant un vecteur de poussée avec un angle intérieur entre environ 6 degrés et environ 10 degrés par rapport à l'axe (72a, 72b) respectif parallèle à l'axe de lacet (70) durant l'opération de vol stationnaire avec chaque ensemble rotor orientable (26a, 26b).
  4. Aéronef convertible (10) selon la revendication 1 ou selon la revendication 3, dans lequel l'angle intérieur de chaque vecteur de poussée est entre environ 7 degrés et environ 8 degrés par rapport à l'axe (72a, 72b) respectif parallèle à l'axe de lacet (70) ; ou
    procédé selon la revendication 2 ou la revendication 3, comprenant en outre la génération d'une poussée ayant un vecteur de poussée avec un angle intérieur entre environ 7 degrés et environ 8 degrés par rapport à l'axe (72a, 72b) respectif parallèle à l'axe de lacet (70) durant l'opération de vol stationnaire avec chaque ensemble rotor orientable (26a, 26b).
  5. Aéronef convertible (10) selon la revendication 1 ou selon l'une quelconque des revendications d'aéronef convertible précédentes, dans lequel au moins une composante de l'angle intérieur de chaque vecteur de poussée est générée en réponse à une inclinaison de mât intérieure des ensembles pylônes (24a, 24b) par rapport à l'aile (18) ; ou
    procédé selon la revendication 2 ou selon l'une quelconque des revendications de procédé précédentes, comprenant en outre la génération d'au moins une composante de l'angle intérieur de chaque vecteur de poussée en réponse à une inclinaison de mât intérieure des ensembles pylônes (24a, 24b) par rapport à l'aile (18).
  6. Aéronef convertible (10) selon la revendication 1 ou selon l'une quelconque des revendications d'aéronef convertible précédentes, dans lequel au moins une composante de l'angle intérieur de chaque vecteur de poussée est générée en réponse à un dièdre d'aile par rapport au fuselage (12) ; ou
    procédé selon la revendication 2 ou selon l'une quelconque des revendications de procédé précédentes, comprenant en outre la génération d'au moins une composante de l'angle intérieur de chaque vecteur de poussée en réponse à un dièdre d'aile par rapport au fuselage (12).
  7. Aéronef convertible (10) selon la revendication 1 ou selon l'une quelconque des revendications d'aéronef convertible précédentes, dans lequel au moins une composante de l'angle intérieur de chaque vecteur de poussée est générée en réponse à une combinaison d'inclinaison de mât intérieure des ensembles pylônes (24a, 24b) par rapport à l'aile (18) et de dièdre d'aile par rapport au fuselage (12) ; ou
    procédé selon la revendication 2 ou selon l'une quelconque des revendications de procédé précédentes, comprenant en outre la génération d'au moins une composante de l'angle intérieur de chaque vecteur de poussée en réponse à une combinaison d'inclinaison de mât intérieure des ensembles pylônes (24a, 24b) par rapport à l'aile (18) et de dièdre d'aile par rapport au fuselage (12).
EP17194263.4A 2017-03-02 2017-09-29 Aéronef convertible possédant des capacités de vol stationnaire optimisées Active EP3369652B1 (fr)

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US15/447,966 US10421540B1 (en) 2017-03-02 2017-03-02 Tiltrotor aircraft having optimized hover capabilities

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